Driving mechanism for cycles



Jan. 7,v 1941. E. w. GLAcY DRIVING MECHANISM FOR CYCLES 3 Sheets-Sheet 1 Filed sept. 24, 1957 H/S Arroefvfy Jan. 7, 1941.

E. w. GLAY DRIVING MECHANISM FOR CYCLES Filed sept. 24, 1937 s sheets-sheet 2- /NVE/VTOQ: EDwA RD W GLACK 'BY H/S Arron/VB.

Jan. 7, 1941. E. w. GLAGY DRIVING MECHANISM FOR CYCLES Filed sept. 24, 1957 3 Sheets-Sheet 5 Ohm .w E K mmm www www QN Sm. @Nm

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Patented Jan. 7, 194i ervriaar trie DRIVING MECHANISM FOR CYCLES Edward W. (llacy,l Bristol, Conn., assignor to General Motors Corporation, Detroit, Mich., a corporation of Delaware Application September 24, 1937, Serial No. 165,473

8 Claims.

This invention relates tor driving mechanism for cycles and comprises all of the features of novelty herein disclosed. An object of the invention is to provide improved multi-speed gearing for cycle hubs. Another object is to provide a'simple and inexpensive two-speed gearing which will give a wide range in speeds. Another object is to provide improved means for mountingA a multi-speed gearing upon coaster brake hubs. Another object is to provide improved meansrfor holding an axle against rotation with respect to arcycle frame.

To these ends 4and alsol to improve generally upon devices of this character, the invention consists in the various matters hereinafter described and claimed. Inits broader aspects, `the invention is not necessarily limitedto the specific constructionsselected for illustrativepurposes in the accompanying drawings in which Fig. 1 is a central longitudinal sectional view.

Fig..2 is a cross sectional View on the 1ine`2--2 of Fig. 1.

Fig. 3 is a perspective view of separated portions of the pinion holding means.

Fig. 4 is an elevation, partly in axial section, of a controlling member.

Fig. 5 is a plan View of a guard.

Fig. 6 is a perspective View of an axle securing means with parts broken away and in section.

Fig. 7 is a perspective view of another form of anxle securing means.

Fig. 8 is a View similar to Fig. l of a modification.

Fig. 9 is a perspective view of a lockingwasher.

The numeral 8 indicates van axle having a threaded portion on which a cone II] is adjustably fixed. The cone has an anchoring projection I2 entering slots in a dust Washer I4 and in an anchoring arm iii which is secured to the bicycle frame. A nut I8 engages the arm I6 and the usual fork (not shown) is adapted to be clamped against it by a washer 20 and a nut 22. The cone l0 has a thickened portion provided with a raceway for a row of balls 24 which also run in a race- Way in a hub 25. The hub has abutment should- `ers 28 and 3B near the ends for spoke flanges 32 and 361 respectively, these flanges having their outer portions inclined and provided with chamfered spoke holes 36. At the abutment shoulder 28 is a groove 33 to receive a cooper wire ring used in brazing the spoke flanges to the hub.

TheV hub is machined from cold drawn steel, carburized and polished. The spoke flanges are blanked from cold rolled strip steel of low carbon content; the spoke holes are pierced and counter- 55 sunk while the flange is in the flat conditionand then the flange is bent to produce theincline. The spoke flanges are furnace copper brazed on the carburized hub with the aid of wire rings one of which is inserted in the grove 33. The hub is then reheated in a hydrogen atmosphere and 5 quenched to harden it, the spoke flanges remaining unhardened and hence not being brittle. By this separate formation of the spoke flanges, the hub can be made of smaller diameter bar stock; the chamfered spoke holes can be punched from 10 `flat stock in a power press as distinguished from expensive drilling and countersinking each side of a flange individually as when flanges are turned out of the hub material and integral with it. Also the carburizing process is facilitated because it 15 is not necessary to pack the hub to prevent carbon entering the flanges, the anges being brazed on after the separate hub is carburzed. The flanges areof low carbon steel so that when the assembled hub and flanges are heat treated and 20 quenched, the flanges do not become hard and brittle but remain tough so that the spoke holes will not pull out.

The interior of the hub has three internal keyways 40 to receive lugs on brake discs 42 which 25 alternate with brake discs 44, the latter being held from rotation by flattened surfaces on a brake sleeve 46 which is preferably a part of the cone IB.

A brake actuating ring 48 is held from rotation on the sleevell but can be slid axially to squeeze 30 the brake discs together and against a ilat face of v4the cone IU. The ring 4B has a peripheral groove to receive a lag spring or retarder 55) which has a lug 52 entering an axial slot in a nut or shiftable connector 54 which has an exterior v35 tapered clutch surface to engage a clutch surface r56 in the hub. The shiftable connector 54 has teeth at one end adapted to engage teeth on the ring 48, as when the brake is applied.

The connector 54 has steep internal threads 4o engaging external threads 58 on a rotatable controlling member lii which is provided with a thickened portion having an external raceway for a ball bearing 62 which rotatably supports the hub. The controlling member has an extended por- 45 tion or enlargement 64 received in an enlargement at the corresponding end of the hub, beyond the bearing 62. The enlargement 64 has internal gear teeth 66 always meshing with a set of planetary pinions as will appear and its end is provided with an internal raceway for a ball bearing 68 which also runs on an external raceway in a carrier ring lil, the carrier ring 'Ill having an internal raceway for a ball bearing l2 engaging a bearing cone 14 which is secured to the axle 8, as 65 adapted to engage the bottom of the notch 85, a

rounded surface 92 adapted to conform to a portion of the pin 84, an enlarged area 94 Which will Y admit the pin, and a locking lug 98. Each lug extends at right angles to the plane of the washer when the washer is put over the pins 8.4 and the lugs are bent back into the plane of the washer after the latter is turned to bring the surfacesj90 into the slots 85.

A Wide sun gear meshing with the planetary pinions 82 is adapted to rotate around the axle 8 and is capable of slidable movement thereon to engage either the internal clutch teeth |02 on the controlling member 80 or to engage internal clutch teeth |04 in the end of the anchored cone 14. The ends of the sun gear teeth are bevelled to facilitate engagement. The axle is slotted diametrically at |86 to receive a flat plate |08 having projecting lugs ||0 overlapping one end of the sun gear to shift the latter in one direction, the member 80 having a recess to clear the lugs. A similar flat plate ||4 in the axle slot has lugs ||5 at the other end of the shiftable sun gear, and the cone 14 has a recess to clear the lugs when the sun gear is shifted to its locked position. The plates |88 and ||4 meet one another inside the sun gear but allow the latter to turn around the axle between the lugs. A shifter rod |20 which is threaded in the plate |08 passes through the plate ||4 and through a guiding plug |22 threaded in the hollow outer end of the axle. A coil spring |24 is interposed between the plug |22 and the plate I4 to urge the sun gear to the low speed position indicated, the rod |20 serving to pull the gear towards the high speed position.

A nut |28 is threaded on the axle against a washer |28 between which and a companion washer |88 the other fork of the bicycle is clamped. The nut has an opening |32 whose wall merges with a rounded surface |34 to guide a chain |38 which is secured to the attened end of the rod |20 and is controlled by the rider at any convenient location on the bicycle frame. A guard |33 is adapted to snap over the nut, the nut having a groove 40 to receive an internal rib |42 on the guard. The guard is made springy by an axial slot |44 leading into a rounded opening |48 through which the chain passes.

In the indicated position, which is the low speed position, power applied to the sprocket wheel 18 turns the carrier ring 10 and the planetary gears, such gears being then locked against rotation around their pins by the internal gear 80 and the sun gear |00, the latter then being clutched to the controlling member 88 which carries the internal gear. All of said parts turn as a unit around the axle including the thread 58 which causes the nut 54 to shift into driving relation to the hub. Upon shifting the sun gear into clutched engagement with the anchored cone, the planetary pinions are compelled to turn on their axes as they roll around the anchored sun gear. This compels the member 80 and the hub to turn u has hitherto been obtained Without the complication or expense of a three-speed gear. This is 4due to the overdrive wherein the member 60, which controls the driving and braking, carries the enlargement 64 withthe internal gear teeth 58.' Thev hub is enlarged at one end only, the remaining portion being no larger than the usual coaster brake hub and having the desirable large v braking vcapacity afforded by the multiple disc brake. This two speed coaster brake hub is interchangeable with any present make of coaster brake hub without distortion of the frame forks.

Assembly of the parts is easy. The brake parts are assembled within the hub from the brake end, beginning with the nut 54 and followed by the lag spring 50, brake actuating ring 48, brake discs, and cone |0. The control member 60 screws into the nut 54 from the other end of the hub. The member 80, the axle and remaining parts constitute av sub-assembly. The sun gear is slid 'over the left end of the axle towards the brazed-on cone 14. The plates |08 and ||4 are successively inserted in the axle slot and passed into the sun gear from the ends. The coil spring and guide plug |20 are put into the axle from the end, followed by the shifter rod |20. The bearing 68 is placed on the carrier ring before the planet pinions 82 are put on their pins and locked by the washer 88. With or without the few remaining parts which can be put on later, the assembled axle and gears, etc., are put into the hub from the large end, the axle being turned toy screw it through the cone I0 for adjustment of the bearings. The other cone 14, being brazed to the axle, cannot change its relation to the gears. The assembled structure is then ready for attachment to any standard bicycle frame.

In Fig. 6, there is shown a modified means for securing the anchor arm I6 and the axle 8 to the cone I8. The axle has a plurality lof longitudinal slots |50 vone of which is placed in alignment with a slot |52 in the flattened projection |2 of the cone. .A washer |54 is internally shaped to fit the ats on the projection |2 and has a lug |56 projecting into the slots |52 and |50, thus keying the cone to the axle after the latter is adjusted. A lock nut |58 engages the washer |54 and clamps the anchor arm l0. The fork of the bicycle frame straddles the axle outside of the nut |58 and is secured by a washer and nut as in Fig. 1.

Fig. 7 shows a modified means for securing the frame to the right hand cone 14. A flattened projection |60 on the cone projects through a similarly shapedY opening in a washer |62 and ts the fork |64 of the frame. A washer |66 and a nut |88 similar to those shown in Fig. 1 are then set up against the outer face of the fork. Since the cone 14 is securely brazed to the axle, the axle cannot turn when assembled in the frame. The securing means of Fig. '1 can be used with that of Fig. 6 but ordinarily one securing means Would be sulicient.

In Fig. 8, reference numerals 208 to 258 inclusive indicateparts which are identical with or correspond to the parts indicated by numerals 8 to 58 inclusive in Fig. f1. All such numbered parts in -Fi'gg' are standard parts in a well known 3commercial-coaster brake. The controlling member ZGUVcem-prisesa sleeve which is extended out- Wardly lfor enlarged beyond the end of the hub 226 where it l'is providedfwith a flange or axial extension'254 having internal gear -teeth `263. Another and oppositely extended axial projection or ange 265 overlaps the end of the hub to form a dust guard. -Thesleeve has an external race- Way for a bearing 262 and an internal raceway for a bearing 268 interposed between the flange 264 and a, driven ring or carrier 210 which is journalled on a ball bearing 212 having a cone 214 brazed to the axle 288. A sprocket wheel 215 or other power member surrounds the extension 264 to shield the bearing 238, its hub portion 211 being oiset or dished and threaded on the carrier 210 where it is secured by a nut 218 having a shield 280 surrounding the cone 214.

Planetary pinions 282 are journalled on studs 1 or pins 28d of the carrier 210 and are retained by a washer 288 as in Figs. 1 and 3. A Wide sun gear 303 is mounted to interlock either with internal clutch teeth 302 on the controlling member 268 or with internal clutch teeth 304 on the cone 214. The axle 238 has a diametrical slot 388 to receive plates 388 and 3 l 4 which are actuated by a shifter rod 328. This rod is threaded in plate 388 and has a shoulder abutting against the plate 3M, the rod being guided in a hole 322 of the axle. Beyond the hole, the axle is counterbored to receive a coil spring 324 which reacts against a head 325 on the outer end of the shifter rod and so tends to shift the sun gear 383 to the high speed position indicated.

The head 325 is guided in a hole in a cap or nut 326 which is threaded on the end of the axle and locked by a nut 321, these nuts being beyond the fork-engaging washer 328 and its clamping nut 329. In order to secure the axle against turning in the frame fork, as when driving or braking with the parts in high gear as shown in Fig. 8, the usual slot in the fork embraces a attened extension 332 on a washer 330 which is clamped against the cone 214, the washer 330 having a plurality of radial ribs 3311 to interlock with similar radial ribs 336 on the anchored cone 214. In order to shift the sun gear 388 at will to the low speed position where it interlocks with the clutch teeth 302, the head 325 of the shifter rod is engaged by a rounded arm 348 on a lever 342 which is pivoted at 344 in a slot 346 of the nut 326, the lever being pivoted to a member 348 which is adjustably connected to any suitable actuating devices on the frame.

The hub 226 and all parts to the left of the bearing 262 except the axle are standard parts of a well known commercial coaster brake hub having one speed. To convert that one-Speed hub into a two-speed hub, the old axle and the usual sprocket-carrying controlling member and its supporting cone are discarded and replaced by the new axle 283, the new controlling member 260 and all parts to the right of the bearing 262, this structure constituting a conversion unit or subassembly. .It is shipped in assembled condition ready for use and is simply slipped into the coaster hub from one end, the controlling member 268 being screwed into the connector 254 and the axle being screwed into the anchored cone 2li). 'Ihe axle is then secured in the frame forks.

I claim:

1. In a device of the character described, a cycle hub, a rotatable controlling member projecting Within the hub to control driving,ftl1e controlling member having an axial extensionvhaving an annular flange overlying and extending beyond the end of thehub, the ange having an internal gear,-a rotatably driven-carrier projecting into 'said extension and having planetary pinions engaging the gear, a bearing between the exterior of the controlling member andthe hub, a bearing between the -interior of lthe-axial extension and ltl'ie-exterior-of the carrier, and means for selectively causing the pinions to rotate on their axes to drive the gear or to become locked to the controlling member for rotation therewith; substantially as described.

2. In a device of the character described, a cycle hub having a coaster brake, an axle, a rotatable controlling member projecting within the hub to selectively control driving and braking, an enlarged ange on the controlling member projecting out of one end of the hub and having an internal gear located outside of said hub, a rearwardly directed portion of said flange overlying an end of the hub, a rotatably driven carrier outside of the hub and having studs projecting within the gear, planetary pinions on the studs, a shiftable gear engaging the pinions, and means for selectively locking the shiftable gear to the controlling member or to the axle; substantially as described.

3. In a device of the character described, a cycle hub having a coaster brake, an axle, a rotatable controlling member journalled on said hub and projecting within the hub to control driving and braking, an enlarged end on the controlling member overlying one end of the hub and having an internal gear located outside of said hub, a rotatably driven carrier journalled within the enlarged portion and located'beyond said hub end and having planetary pinions engaging the gear, a shiftable gear engaging the pinions, a set of clutch teeth on the controlling member and a set of clutch teeth fixed with respect to the axle, and means for moving the shiftable gear to selectively interlock it with either set of clutch teeth; substantially as described.

4. In a device of the character described, a cycle hub having a coaster brake, a rotatable controlling member projecting within the hub to control driving and braking, the controlling member being enlarged at one end of the hub and having an internal gear, a rotatably driven carrier beyond the hub and having planetary pinions engaging the gear, an antifriction bearing within the outer end of said enlarged portion and supporting said carrier, a sprocket secured to the carrier and having a dished portion which overlies the enlarged portion of the controlling member, and which protects said bearing and means for selectively causing the pinions to rotate with respect to the carrier or to rotate bodily with the carrier and the controlling member; substantially as described.

5. In a device of the character described, a driven carrier having a plurality of pins projecting axially thereof, planetary pinions journalled on the pins, a washer engaging the pinions and interlocking with the pins, and means on the washer engaging one of said pins and preventing said washer from moving out of said interlocked relation; substantially as described.

6. In a device of the character described, a driven carrier having a plurality of pins projecting axially thereof, planetary pinions journalled on the pins, the pins having transverse notches, a

Washer having openings for the pins and adjacent portions to enter the notches, and means for locking the washer against turning with respect to the carrier; substantially as described.

7. In a device of the character described, a driven carrier having a plurality of pins projecting axially thereof, planetary pinions journalled in the pins, the pins having transverse notches beyond the pinions, a washer having openings for 10 the pins with adjacent edges adapted to turn into the notches, and the washer having bendable lugs to engage the pins; substantially as described.

y 8. In adevice of the character described, a driving and braking control member comprising a sleeve with an external thread, the sleeve having an enlargement at one end with oppositely extending axial flanges, and the outermost ange having an internal gear; substantially as described.

EDWARD W. GLACY. 

